Draw-bar mechanism.



PATENTED AUG. 6, 1907. G. H. FORSYTH.

DRAW BAR MECHANISM.

APPLICATION E'ILED APR. 20, mos.

s. SHEETS-SHEET 1.

PATENTED AUG. 6, 1907.

G. H. FORSYTH.

DRAW BAR MECHANISM.

APPLIUATIOK FILED APR.20.1803.

5 SHEETS-SHEET 2.

PATENTED AUG. 6, 19 07.

DRAW BAR MECHANISM. APPLICATION FILED APE.20.1903;

FOR$YTH.

5 SHEETS-SHEET 3.

QjZ/T No] 862,727. 7 PATENTED Auefe, 1907.

0-: H. FORSYTH.

DRAW BAR MEGHANISM. APPLIOATION FILED 1011.20. 1903.

' 5 SHEETS-SHEET 4.

PATENTED AUGQ6, 1907.

- G.'H. FORSYTH. DRAW BAR MEGHANISM. APPLIOATION FILED 1123.20, 1903.

mums-sum 5.

I ances which relate to the draft rigging of and more particularly suchas have to GEORGE H. FORSYTH, OF CHICAGO, ILLINOIS.

nRAw-BAR monnnrsm.

Specification of Letters Patent.

Patented Aug. 6, 1907.

Application filed April .20, 1903. Serial No. 153.540.

To all whom it may concern,-

Be it known that I, GEORGE H. FORSYTH, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Draw-Bar Mechanism, ofwhich the following is a specification. Y My invention relates to thatclass of railway applirailway cars, do with the centering of thedraw-bar mechanism.

The older forms of draw-bar centering devices consisted essentially ofsprings located on opposite sides of the draw-bar and operating, whenthe latter was deflected to one side or the other under-the strains ofdraft, to automatically return the draw-bar to its central or otherwisenormal position. More recent devices of this nature have taken thegeneral form of tively to the car-body in passing around a draw-barpivotally connected to the car at a point coincident or substantiallycoincident with the longitudinal axis of the king-bolt, said bar beingprovided with rod connections from its opposite sides to thetruck-bolster'on opposite sides of the kihgdgolt, whereby theangularmovement of the truck-bolster relacurves transmitted a correspondingangular swing of the drawbar relatively to the central median line ofthe carbody, automatically maintaining the draw-bar thus at right-anglesto the truck-bolster, this latter being a more favorable position forcoupling purposes than that wherein the draw-bar is always maintainedcoincident with the longitudinal median line of the car. The lastdescribed improvement however falls short of the most effectivearrangement wherein the draw-bars of adjacent and uncoupled'cars wouldbe automatically maintained substantially coincident with the line ofdraft on all kinds and character of-track; and

in a pair of companion applications filed concurrently herewith, SerialNos. 153,537 and 153,538, I have shown, described and claimed means foreffecting the last described result, such means'embodying as itsunderlying principle of operation the imparting to the draw-bar of alateral swing from the angular movement of the truck-bolster relativelyto the car-body through connections which makes such angular swing ofthe draw-bar greater in amount than the angular movement of thetruck-bolster, such angular swing being proportional to the differencesin degrees of curvature of the track; and the essential elements of suchpreferred'means are disclosed as consisting of a pair of pulleys ,orsprocket-wheels of unequal sizes, the larger being rigidly'connected tothe truck-frame and the smaller to the car-body inadvance of thetruck-frame and a flexible connection "between said I pulleys, whereby agiven angular movement of the larger pulley produces a larger angularmovement of the smaller pulley and consequentlyof thedraw-bar ling,

connected to the latter, and such excess being proportional to the/degrees of curvature of the track. While it is a desirable feature ofsuch a mechanism to thus make the angular lead of the draw-bar over thetruck-bolster proportional to varying degrees of curvature in the trackin maintaining the draw-bar coincident with the line of draft, yet inpractice it is not essential to the securing of satisfactory resultsthat such exactness in the movements of the draw-bar be maintained; andI have found that the mechanism disclosed in the companion applicationsaforesaid may be considerably modified and simplified by thesubstitution of other draw-bar centering means which, while not yieldingthe same exact results nevertheless serve to maintain the draw-bar morenearly in a line coincident with the line of draft than where thedrawbar is maintained at right-angles to the truck-bolster. One form ofsuch draw-bar centering mechanism which may be substituted for thedouble pulley construction disclosed in the companion applicationslrereinabove referred to with satisfactory results consists of aflexible connection passed around the smaller pulley which is pivoted tothe car-body in advance of the king-bolt, such flexible connection beingconnected The subject-matter of my present invention relates to stillanother mechanism for effecting the lateral swing of the draw-bar to aposition favorable for coupthe angular movement of the truck-bolster,such mechanism having as its distinguishing characteristics theprovision of a lever pivotally mounted on the under side of the car-bodyand imparting its angular movement to the draw-bar in association withactuating connections from the truck-frame pivotally connected to saidlever.

Referring to the accompanying drawings,Figure 1' represents a sideelevation of a draft rigging and drawbar centering device constructed inaccordance with my invention; Fig. 2 is a top plan view thereof; Fig. 3is a transverse vertical section onthe line 33 of Fig. 1 looking in thedirection ofthe arrow; Figs. 4, 5 and 6 are views corresponding to Figs.1, 2 and 3, respectively, illustrating a modification in the pivotalposition of the draw-bar and in certain features of the means fortransmitting the angular movement of the truck-bolster to the draw-bar;Fig. 7 is a view similar to Fig. 4, but illustrating a differentconnection of the draw-bar actuating rods or links to the truck-bolster;and Fig. 8 is a detail top plan view of the double bell-crank leverwhich is connected to the truck-bolster and carries the saddle or" guidefor the draw-bar.

that'is through an angular movement exceeding ing simply cation filedconcurrently herewith,

showing in Figs. 1, 2 and 3, 10 designates the bottom or floor of theend portion of a railway car, and 11 the draft-timbers or beams; 12 theend sill, pendent from which latter is the usual carry-iron 13. 14designatesthe truck-bolster, 15 the bottom center-plate mounted therein,16 the. top center-plate, 17 the body-bolster, and 18 the king-boltpassing through said parts and pivotally connecting the center-plates.19 designates the draweban-having extending inwardly from its rear endthe usual strap or yoke 20. This yoke is surrounded and incased by acasing formed by a pair of oppo sitely-disposed channel-beams 21 and 22,the opposite 1 side walls of which are cut out leaving the opposite endsof saidbeams inwardly extending and meeting tongues 23 and 24,respectively, to the outer laces of which are bolted transversetie-plates 25.. The rear ends of the channel-beams are continuedrearwardly in the form of upper and lower extensions 2]." and 22,respectively, which embrace the upper and lower faces of a support 26rigidl bolted to and extending between the draft-timbers or beams 11,the upper extension 21 resting directly upon the top face of saidsupport, and being pivotally secured thereto by means of a round bolt 27passed from beneath through registering holes in said-extension membersand support,

said bolt having on its lower end an enlarged head 27- and beingretained in place by any suitable means, as, for instance, by a collaror washer 2S and a cotter-pin 29.

30 designates the draft and buffing spring located within the yoke, andat its opposite ends abutting a pair of what I term follower-shells 31,these latter becastings or short sections of channel-iron cut to asuitable length to lit between the abbreviated side flanges of thechannel-beams constituting the members of the casing, and 32 designatesa pair of follower-blocks which are capable of being inserted laterallyof the easing into operative position within the shells, theends of saidfollower-blocks abutting the inner edges of the tic-plates 25 and theinwardly-extending tongues or flanges of the channel-beams to which saidtie-plates are secured. The last described mechanism is not claimedherein, but constitutes in part the subject-matter claimed in acompanion appli- Serial No. 153,537. Referring now to the mechanism forautomatically positioning the draw-bar, 33 designates a rocking-lever,here shown as a plate pivotally mounted at its center on the lower endof the pivot-bolt 27 and rcstingupon the enlarged head of the latter.The upper surface of this plate is provided near its ends withupstanding walls or flanges 33, thereby creating a draw-bar guide .inthe form .of a saddle in which is seated the rear end of the draw-barcasing. The extremities of the plate 33 are provided with integral twinlugs or cars 33 een trally apertured to receive short bolts 34.Pivotally connected to said bolts betweenthe respective pairs of lugs 34are the outer endsof a pair of rods 35, which latter at their inner endsare yieldingly and elastically connected with staples 36 on thetruclebolster through the interposition'of U-bolts 37 and springs 38confined betweennuts 39 on the ends of the rods 35 and aperturedbridge-pieces 40 connecting and closing the up per ends of the U-bolts.It will be observed that the staples 36 are connected to the bolster ata consider: ably greater distance apart than the distance between thepivot-bolts 34 as a result of which construction a ment oithe'rocking-plateptlie extent of which movement, as above stated, is inexcess of the angular movcment of the truck-bolster, whereby, on passingfrom straight to c'urvedtrack and vice versa,-and on track i of varyingcurvature, the draw-bar is carried into a position coincident orapproximately coincident with the line of draft, thereby greatlyfacilitating the coupling operationfwhich is the primary object to beattained by the mechanism described.

In Figs. 4, 5 and 6 I have illustrated a modified form of thevmechanismalready described and which falls within the principle and spirit of myinvention, and wherein the draw-bar casing, instead of being pivoted tothe under side of the car-body at a point'in advance of the king-bolt,is provided with an extension-piece 41, the inner end of which lieswithin a mortise 42 iorrned horizontally through the central portion ofthe body-bolster, and'is' pivotally connected to the kingbolt 18. Withthis constructio'nl prefer to employ a support43 (Fig. 6) securelybolted at its end portions to the draft-timbers 11, and having its mainparallel horizontal members 43 and 43 lying below the under sides of thedraft-timbers. Between these horizontal members of the support isseateda rocking-plate which is in the iormpf a double bell-crank leverdesignated as an entirety by 44 (Fig. 8), said bell-crank levercomprising a pair of oppositely and laterally extending arms 44 andforwardly-extending arm 44*, on the outer end of which latter iscentrally pivoted a saddle 45 in which rests the draw-bar casing. Thebell-cranklever 44 is pivoted at a point marking the intersection of thelongitudinal median lines of itsarms on a bolt 46 passed throughregistering central apertures in the parallel horizontal members 43 and43 of the support; and the outer ends of the arms 44* are horizontallybifurcated and apertured to receive pivot-bolts 47 (Fig. 6) on which arepivoted the inner ends of rods 48, the opposite ends of which enterhorizontal mortises 49 formed through the truck-bolster onopposite'sides of the kingbolt, and are passed through bearing-blocks 50mounted on or constituting heads of vertical pins or bolts 51rotatablyn'iounted in the truck-bolster beneath the Inortises 49, saidpins 51 beinglocated in the common longitudinal median line of thebolster with the king-bolt. The ends of the rods 4 8 project beyond thebearing-blocks 50 and are encircled by coil-springs 52 confined betweennuts 53 on the ends of the rods and the opposite faces of thebearing-blocks 50. It will be observed that in connection with this formof my invention I have illustrated the king-bulk designated by 18,- asinsertiblc through the elements which it unites from the under side ofthe truck-bolster, the lower end of said king-bolt having a head 18 andits upper end being pbriorated for the reception of a cotter-pin 18, theprojecting ends of which rest upon a collar or.Washer 18 surrounding theupper projecting end of said king-bolt. A king-bolt thus insertibledotherwise than from above and through the floor of the car possessesdistinct advantages, especially in respect to the case and facility withwhich it may be removed and replaced by a new bolt when required Withoutrequiring the removal of the truck from the car-body or the separationof the parts united by said bolt.

The operation of the mechanism last described is substantially the sameas that already described in connection with the principal form of theinvention shown in Figs. 1, 2 and 3. The angular movement of thetruckbolster, through the described connections, causes the doublebell-crank lever 44 to swing about its axis imparting to the severalarms thereof an angular travel considerably in excess of the angulartravel of the bolster; and through the arm 44 and saddle 45. imparting areduced angular travel of the draw-bar itself, which travel of thelatter, by a proper relative adjustment of the operating parts, may bemade to exceed the angular movement of the truck-bolster so as to bringabout the result above stated as the object of the invent ion.

In connection with the last described form of the in vcntion, instead ofconnecting the rods 48 to the bolster by means of the swivel-blocks 50or equivalent devices located in the longitudinal median line of thebolster,-I may employ connections similar to those shown and'describedin connection with Figs. 1, 2 and 3, as illustrated in Fig. 7, wherein54designates the rods at their outer end portionsconnected with U-bolts 55through interposed springs 56, which U-bolts engage staples 57 on thefront face of the bolster. The last described connection is easier andcheaper to make, but the connection shown in Figs. land 5 permits agreater angular movement of the parts without undue cramping of thesprings con: stituting' the elastic or yielding portions of the rodconnections, and hence the latter construction gives better results onsharp curves. J

I claim:

1; The combination with a car-body, a truck-frame and a draw-barpivotally connected to said car-body, of a drawbz-ir guide pivotallymounted on the car-body in advance of the king-bolt. and connectionspivotedlo said guide and extending to and connected with an element ofthe truckframe for actuating said guide from the angular movement of thetruck-frame relatively to the car-body, substantially as described,

g. The combination with a car-body, a truck-frame and a dra\vbarpivotally connected to said car-body, of a drawbur guidc pivotallymounted on the car-body in advance of the king-bolt, and extensibleconnections pivoted to said guide and extending to and connected with anelement of the truck-frame for actuating said guide from the angularmovement of the truckdrame relatively to the car-body, substantially asdescribed. p

:l. The combination with a car-body, a truck-frame anll a draw-barpivotally connected to said car-body, of a rocking lever pivotallymounted on the car-body in'advance of the king-bolt, connections betweenthe ends of said rocking lever and an element of firetruck-frame onopp'otions between said rocking lever and the draw-bar for imparting tothe latter a lateraluingular movement from the angular movement of thetruck-frame relatively to the ear-body, substantially as described.

5. The combination with a car-body, a truck-frame and a draw-burpivotally connected to said car-body in advance of the king-bolt, of apivotelfdraw-bar guide whose pivotal axis is substantially that of thedraw-bar. and connections pivoted to said guide and extending to and connected with an element of the truck-frame, substantially as described.

G. The combination with a car-body, a truck-frame and a draw-barpivotally connected -to said carbody in advance of the k-ingbolt, of arocking lever whose pivotal axis is substantially coincident with thatol' the draw-bar, connections between the ends of said rocking lever andan element ofthe truck-frame on opposite sides of the king bolt,respectively, and connections between said rocking lover and thedraw-bar for imparting to the latter a lateral angular movement from theangular movement of the truck-frame relatively to the car-body,substantially as described.

7. The combination with a car-body, a truck-frame and a draw-barpivotally connected to said car-body in advance of the king-bolt, of arocking lever whose pivotal axis is substantially coincident with thatof the draw-bar. connections pivoted to said lever and extending to andconnected with an element of the truck-frame, and conncc tions betweensaid rocking lever and the draw-bar for actuating the latter,substantially as described.

8. The combination with a car-body, a truckframe and a draw-barpivotally connected to said car-body, of a rocking plate pivotallymounted on the car-body in ad- Vance of the king-bolt, pivotedextensible rod connections between the ends of said rocking plate and anelement of the truck-frame on opposite sides of the king-bolt,respectively, and connections between said rocking plate and thedraw-bar for imparting to the latter a lateral angular movement from theangular movement of the truck-frame relatively to the car-body,substantially as described.

S). The combination with a car-body, a truck-frame and a lateral angularmovement from the angular movement of the truck-frame,relatively to thecar-body in passing around curves. substantially as described.

10. The combination with a car-body, a truck-frame and a draw-barpivoially connected to said cur-body in advance of the king-bolt, of arocking plate pivotally mounted on the pivotal axis of the draw-bar,extensible elastic (20111180- tions between the ends of said rockingplate and the truck-bolster on opposite sides of the king-bolt, respcc-"tively, and a saddleformed rigid with said'rocking plate. seating t hedra\v-bar.and transmitting to the latter the angular movement of therocking plate, substantially as described.

11. The combination with a car-body, a truck-frame and a draw-burpivotally connected to said car-body, of a drawbar guide pivotallymounted on the car-body in advance of the king-bolt, and connectionspivoted to said guide and extending to and connected with thetruck-bolster for actuating said guide from the angular movement of thetruck-bolster relatively to the car-body, substantially as described.

12. The combination with a car body and a truck frame, of a draftrigging capable of angular movement, a drawbar connected to said draftrigging, and connections from said draft rigging to the truck bolsteradapted to impart to the draw-bar a greater angular movement relativelyto the car body than occurs between the latter and the truck,substantially as described.

122. The combination with a car-body and a truck-frame, pt :1 draftrigging capable of angular movement, a longitudinally-movable draw-barconnected to said draitrigging, and connections from said draft riggingto the truckbolster adapted to impart to the draw-bar a greater angularmovement relatively to the car-body than occurs between the latter andthe truck, substantially as described. V

14. The combination with a car body and a truck frame, of a draftrigging pivoted in advance of the pivotal center between the truck andcar body, -a draw-bar connected to said draft rigging, and connectionsfrom said draft rigging to the truck bolster adapted to impart to thedraw-bar a greater angular movement relatively to the car body thanoccurs between the latter and the truck, substantially as described.

15'). The combination with a car-body and a truck-frame,

of a draft rigging pivoted in advance of the qiivotal center between thetruck and car-body, a longitudinally-movable draw-bar connected to saiddraft rigging, and connections from said draft rigging to the truckbolster adapted to impart to the draw-bar a greater angular movementrelatively to the car-body thanoccurs between the latter and the 'truck,substantially as described,

16. The combination with a car body and a truck frame,

of a draft rigging capable of angalar movement, and extensionableconnections therefrom to the truck bolster adapted to impart to thedraw-bar a greater angular movement relatively to the car body thanoccurs between the latter and the truck, substantially'as described.

17. A draft rigging mounted on a car and adapted to swing laterally, andmeans connecting the same indi rectly with the truck and adapted totransmit to the draft rigging from the turning of the truck, a greatermotion Jstantially as described.

than would be transmitted to it by a direct connection with the truck,substantially. as described.-

18. A draft rigging mounted on a car and adapted to swing laterally, andmeans connecting the same with the truck and adapted to transmit motionof increased extent to the draft rigging from the turningof the truck,said means comprisinga lever connected to the draft rigging and to thecar frame and connected also to the truck, sub- 19. A draft riggingmounted on-a car and adapted'to swing laterally, and means connectingthe same with the truck and adaptedto transmit to the draft rigging fromthe turning of the truck, a greater motion than would be transmitted toit by a direct connection with the truck, said connecting means beingyielding and adapted to. permit theco'upled draft riggings of adjacentcars when one.

curve to assume a straight line between their respective centers ofmotion, substantially as described.

29. In combination with a car, aframe adapted to swing-laterally and tocarry a draw bar and resistance attachments, and means connectingthe'same with the truck and adapted to transmit to the frame from theturning of the truck a greater motion than would be transmitted to it bya direct connection with the truck, substantially as described.

